goodbidge



UNITED STATES ATENT Prion.

JOHN G. GOODRIDGE, JR, OF NE\V YORK, N. Y.

PROCESS OF AND DEVICE FOR THE CONSTRUCTION AND REPAIR OF TUNNELS ANDSHAFTS.

SPECIFICATION forming part of Letters Patent No. 303,506, dated August12, 1884.

To all whom it may concern.-

Be it known that I, JoHN O. GooDRIDGE, J12, of the city, county, andState of New York, have invented a new and useful Improvement in theConstruction and Repair of Tunnels and Shafts, of whichthe following isa specification, reference being had to the accompanying drawings.

The construction, maintenance, and repair of railway-tunnels and otherlike structures is seriously embarrassed by water percolating throughfissures in the mass overhead and es caping under more or less pressureinto the tunnel or structure itself. 7

As the water enters a tunnel it spreads in a thin sheet over the sidesthereof, if near or below the spring of the arch, while if near or atthe crown of the arch it drips or falls in a stream, as the water ispresent in less or'in greater quantity. In cold weather the thin sheetof water aforesaid is speedily chilled to the freezing-point andcongeals intoice, rapidly increasing in thickness. Soon it reaches thefloor of the tunnel and assumes the-form of a buttress, with its base onsaid floor,which continually encroaches on the space reserved for andonto the tracks themselves. A mass is thus formed, in a time incrediblybrief to one unfamiliar with the subject, which would instantly derail apassing train. Constant vigilance and, free use of the ax are thereforerequired to contend with it. Again, if the water percolates through andemerges from the crown of the arch, it quickly forms icicles of greatsize and weight, and it becomes necessary, and it is the practice,frequently to send men through the tunnel armed with poles to break downthe icicles and remove them. Furthermore, the freezing of the water inthe fissures of the hanging rock forming the roof of the tunneldisintegrate's it, so that at all times, summer and winter, there isdanger lest passing engines encounter fallen fragments of rocks andserious accident result. So well is this danger recognized that it isthe practice to employ watchmen for the express purpose of giving timelywarning of such contingencies. This constant deterioration soon rendersit necessary to line the tunnel with masonry or beton, either throughoutor at least in those portions where the water shows itself most freely.Then a fresh difficulty appears.

(No model.)

The water'flowing over the sides, as well as that issuing from lateralfissures, being under greater or less pressure, locally forces out thecement in which the masonry is laid before it has time to set, and notonly weakens the structure, but as the overhead drip is in a measureshut off, such water passes downward between the rock and the masonry,escapes through the apertures formed as aforesaid, and the formation ofice in the manner first above named is aggravated. Difficulties of alike nature, though of varying character, occur in analogousconstructions, such as shafts and the like. The process hereinafterdescribed is intended to meet and overcome these difficulties.

In the drawingsforming part of this specification, Figure 1 shows myprocess of lining a tunnel with beton. Fig. 2 is a transverse section ofa mold for forming a longitudinal depression in the interior surface ofthe betonlining to serve as a water-bar. Fig. 3 shows my process asapplied to lining a tunnel with masonry. Fig. 4. shows a metal water-baras applied to a masonry lining. Fig. 5 is a sectional elevation, showingmy method as applied to' the construction or repair of a railwayair-shaft.

In lining such tunnels it has been the practice first to erect centersof timber at intervals, then to cover the upper surfaces of thesecenters with planks, termed lagging, and to build the masonry on thelatter as a support until the arch is completed and self-sustaining.Then the lagging is removed. This lagging, with a View to economy in thequantity of material employed and for the purpose of observing the work,is placed with intervals between the edges of the planks.

My process consists, first, in so placing the lagging F, Fig. 1, betweenwhich and the natural rock A the tunnel-lining O is to be built, thatthe edges of the planks forming the same are in contact. If the seams somade are not water-tight, I make them so by calking, or in any desiredway. As I work upward I continue the lagging also upward, always keepingthe same water-tight. Thus the water is pre vented from forcing its waythrough the cement in which the masonry is laid, or through the beton,if that is employed, until it has had time to set. Such water as is notshut (No Model.) 2 Sheet-Sheet 2.

J'. G. GOODRIDGE, Jr.

PROCESS OF AND DEVICE FOR THE CONSTRUCTION AND REPAIR OF TUNNELS ANDSHAFTS.

No. 303,506. Patented Aug. 12, 1884.

UNITED STATES- PATENT Enron.

JOHN G. Goonarnen, JR, on NEW YORK, N. Y.

PROCESS OF AND DEVICE FOR THE CONSTRUCTION AND REPAIR OF TUNNELS ANDSHAFTS.

SPECIFICATION forming part of Letters Patent No. 303,506, dated August12, 1884.

Application filed January 2, 1884. (No model.)

To all whom, it may concern Be it known that 1, Joan O. GOODRIDGE, J11,of the city, county, and State of New York, have invented a new anduseful Improvement in the Construction and Repair of Tunnels and Shafts,of which the following is a specification, reference being had to theaccompanying drawings.

The construction, maintenance, and repair of railway-tunnels and otherlike structures is seriously embarrassed by water percolating throughfissures in the mass overhead and es-' caping under more or lesspressure into the tunnel or structure itself.

As the water enters a tunnel it spreads in a thin sheet over the sidesthereof, if near or below the spring of the arch, while if near or atthe crown of the arch it drips or falls in a stream, asthe water ispresent in less orin greater quantity. In cold weather the thin sheet ofwater aforesaid is speedily chilled to the freezing-point and congealsinto ice, rapidly increasing in thicknessf Soon it reaches the floor ofthe tunnel and assumes the-form of a buttress, with its base on saidfioor,which continually encroaches on the space reserved for and ontothe tracks themselves. A'mass is thus formed, in a time incredibly briefto one unfamiliar with the subject, which would instantly derail apassing train. Constant vigilance and free use of the ax are thereforerequired to contend with it. Again, if the water percolates through andemerges from the crown of the arch, it quickly forms icicles of greatsize and weight, and it becomes necessary, and it is the practice,frequently to send men through the tunnel armed with poles to break downthe icicles and remove them Furthermore, the freezing of the water inthe fissures of the hanging rock forming the roof of the tunneldisintegrate's it, so that at all times, summer and winter, there isdanger lest passing engines encounter fallen fragments of rocks andserious accident result. So well is this danger recognized that it isthe practice to employwatchmen for the express purpose of giving timelywarning of such contingencies. This constant deterioration soon rendersit necessary to line the tunnel with masonry or beton, either throughoutor at least in those portions where the water shows itself most freely.Then a fresh difficulty appears. The waterfiowing over the sides, aswell as that issuing from lateral fissures, being undergreater or lesspressure, locally forces out the cement in which the masonry is laidbefore it has time to set, and not only weakens the structure, but asthe overhead drip is in a measure shut off, such water passes downwardbetween the rock and the masonry, escapes through the apertures formedas aforesaid, and the formation of ice in the manner first above namedis aggravated. Difficulties of a like nature, though of varyingcharacter, occur in analogous constructions, such as shafts and thelike. The process hereinafter described is intended to meet and overcomethese difficulties.

In the drawings forming part of this specification, Figure 1 shows myprocess of lining a tunnel with beton. Fig. 2 is a transverse section ofa mold for forming a longitudinal depression in the interior surface ofthe beton' lining to serve as a water-bar. Fig. 3 shows my process asapplied to lining a tunnel with masonry. Fig. 4 shows a metal water-baras applied to a masonry lining. Fig. 5 is a secplied to the constructionor repair of a railway air-shaft.

In lining such tunnels it has been the practice first to erect centersof timber at intervals, then to cover the upper surfaces of thesecenters with planks, termed lagging, and to build the masonry on thelatter as a support until the arch is completed and self-sustaining.Then the lagging is removed. This lagging, with a view to economy in thequantity of material employed and for the purpose of observing the work,is placed with intervals between the edges of the planks.

My process consists, first, in so placing the lagging F, Fig. 1, betweenwhich and the natural rock A the tunnel-lining O is to be built, thatthe edges of the planks forming the same are in contact. If the seams somade are not water-tight, I make them so by calking, or in any desiredway. As I work upward I continue the lagging also upward, always keepingthe same watertight. Thus the water is prevented from forcing its waythrough the cement in which the masonry is laid, or through the beton,if that is employed, until it has had time to set; Such water as is notshut tional elevation, showing my method as apout encounters the upperedge of the growing work, and is there turned off laterally by and flowsgently along it until it escapes at some convenient point of dischargeprepared for that purpose; but should water issue locally in quantityand under pressure it will be better to insert a discharge-pipe openingthrough the lagging, as hereinafter described. Having reached at or nearthe point shown at D, Fig. 1, or at any other point where the drip willcause least inconvenience, I proceed as follows: If the lining is ofbeton, I place upon the lagging molding-strips of wood, E, ofsubstantially such a cross-section as is shown in Fig. 2. This strip mayextend the length of the work, and over and around it the beton isrammed, so that when the beton is set and the lagging, with the stripsE, is removed, a longitudinal depression or groove will be formed in thebeton and running the entire length of the lining. The molding-strips Emay be laid parallel with the axis of the tunnel, and at an equal heightfrom the floor thereof; or they may be laid with a slope, or in a zigzagmanner, so as to conduct the drip to one or more selected points offinal discharge.

More than two such depressions may be emso much sooner afterinfiltration and in so much larger mass, the greater part, if not all,

drips before it has time to chill to the freezingpoint, and consequentlythe formation of icicles is prevented or much lessened. Should a betonlining be employed, since it is supported by the water -tight lagginguntil it sets into a singlehomogeneous monolith, when completed, it isimpervious to water and shuts out infiltration altogether; but if therock overhead is seamy thismay merely turn thewater into other scams andremove the infiltrations' to a fresh point. To obviate this, I embed twoor more pipes in the beton, as shown at D,-Fig. 1, leaving a shallowbasin at that end of the pipe nearly in contact with the rock. Thesebasins may be readily formed.

by simply wrapping around the inner end of the pipe any materialpervious to water which will form a backing for the beton, &C.--Sl10h asstrips from an old gunny-bagand then packing the beton around it. Themouth of the pipe should not be covered. The other end of the pipe Ilead to any convenient place of discharge, packing it to preventfreezing, if necessary. Thus the various seams of the rook through whichthe water formerly percolated fill up to the level of the pipe, and thenthe water escapes through the pipes into the ditch alongside or betweenthe tracks, and thereby the water still follows its old course throughthe rock, and all trouble and danger from ice within the tunnel areobviated. It will thus be Thus, therefore,

seen that by inserting the discharge-pipe at or above the point ofinfiltration, the water will accumulate below and riseor back up untilit reaches one of these drains, through which it escapes. The danger ofthe choking up of the drain is thereby avoided, as the excess of waterover that escaping through seams in the rock is taken off from the topof the accumulated body, and the sand and dirt sink to the bottom.Indeed, the discharge-pipes may be advantageouslyused anywhere in thecourse of the work where the water appears locally in large quantity andunder pressure, placing one end of the pipe, wrapped as aforesaid,nearly against the seam, 1e \ding the other through the lagging, andpacking the beton around the pipe and wrapper. I

Masonry, whether of brick or stone, is not in itselfperfectly'water'tight, because of the" porous nature of the former andimperfections in the latter. Still, if laid upon the support ofwater-tight lagging, as hereinbefore described, and the said lagging isallowed to remain until the cement between the bricks or stones isperfectly set, it will confine infiltration mainly to the'crown of thearch. A depression, E, as shown in Fig. 1, will serve as a water-bar andact as described in the case of beton; but this is expensive inconstruction compared to the following equally efficient method. Whenthe masonry has reached to or about the point at E Fig. 3, I place astrip of sheet copper, lead, or other similar material parallel withthe' axis of thetunnel, and so that one edge will be confined for abouthalf the width of the strip-say three or four inches in the j ointformed between the course last laid before the strip is placed inposition and the next following course. The other edge is bent over, soas to rest upon the inner surface of the lagging, so that the followingcourse of masonry rests in part upon it. (See E, Figs. 3 and 4.) Whenthe lagging is removed, the edge last named is bent downward, so thatthe whole strip lies in one plane, as shown at E", Fig. 4, by the dottedlines. Thus cheap and efficient water-bars are formed, acting ashereinbefore described in reference to the same feature of thebetonlining.

Discharge-pipes, as hereinbefore described, may be also introducedthrough suitable holes in the masonry, packing the same well with beton,concrete, or cement. so as to prevent leakage around the pipe. Since ashaft is nothing but a tunnel set on end, it is clear that my method isequally applicable to that form of construction. Waste-water pipes D,Fig. 5, are inserted whenever, through meeting a fissure or fromaccumulation, the water becomes troublesome. These project through thelag- I am aware that it has been proposedto relieve tunnels ofinfiltrated water by the running of adits or other nearly horizontalpassages through the walls of the tunnel connected withconducting-fines; but in systems heretofore proposed or employed forthis purposeliability to choke by silt or freezing has existed to ahighly injurious and often fatal extent, owing to the sluggish passageof the water or the existence of dead-points in the conduit. By my planI despense with horizontal or nearly horizontal adits, and with longconducting-flues,and employ straight discharge-pipes, vertical, ornearly so, and as short as possible. These pipes discharge a more orless solid stream directly into the tunnel, dispensing entircly withcrooked or lengthened fiues. My system is thus essentially differentfrom those heretoforeadopted, the theoryof which is that water should bedischarged at the lowest point. My short straight discharge-pipes havelittle or no liability to choke, or if they should become choked fromany cause may be readily freed and cleaned.

Having now described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. The withindescribed process of lining tunnels and shafts with betonor masonry in the presence of infiltrating water, consisting of erectinga water-tightlagging within the tunnel or shaft, substantially parallelto and at any desired distance from the interior thereof, filling thespace so formed with beton or masonry, allowing said lagging to remainin position until said beton or the cement in which the masonry is laidhas set, and then removing said lagging.

1ng water, substantially as described.

4. The combination, with a tunnel or shaft lining, of one or morewaste-water dischargepipes inserted through said lining at thepoint ofinfiltration, and above one or more water: bars, substantially as andfor the purpose set forth.

5. The within-described method of embedding pipes for the discharge ofinfiltrating water in beton or masonry structures, consisting ofwrapping pervious material around one end of said pipe, placing the pipein such position that that end may be nearly in contact with the orificethrough which the Water enters, while the other or discharge end projects through the work, and then packing beton or other suitable materialaround said pipe and pervious material, substantially as described.

In testimony that I claim the foregoing improvement in the constructionof tunnels and shafts, as above described, I have hereunto set my handthis 28th day of December, 1883.

JOHN C. GOODRIDGE, JR.

Witnesses:

HENRY 1?. WnLLs, CHAS. G. Koss.

